5 p) J( q1 M4 a: ?& H3 ~7. 别到人多的地方去站着,因为真理只在少数人手里。如果你买丰田就是因为丰田销售量第一,以及你身边很多中国人买丰田,你就是与在纳斯达克5500 的时候买入的那些人是同类水平;如果你买的车,身边的中国人没有人买这个牌子的车,对于中国人来说,你就是真牛逼,因为你的心理很强大,逃出了中国传统奴性文化的束缚,你的脑袋已经属于你自己了。再过两年后,假如中国人都不再买丰田了,而你买,那表明你是牛逼中的牛逼。因为丰田一旦两年翻不过身,那它以后再造的车就像今年美国通用和福特造的车一样物美价廉、性能可靠、安全舒适。否则,就是退出历史舞台关门大吉一途。 % ]6 x2 \+ G; v+ D" F9 A8 T
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8. 凡是看到润涛阎这篇文章的,需要做一件事,当然你把文章打印出来甚至转给别人都可以,但我要说的是:您需要做一次演习:别着急把车开走,而是坐在车里演练一下。假如你的车子突然自己加速了,你立刻踩刹车不放松。同时,右手把档推到空档不行就往回拉,拉到最后的 1 档。当然,你不要打火。就比划一下即可。为何要有地震、火灾演练?因为演练一遍以后,真到了那个时刻,你就不慌张了。一旦慌张,看过的文章就记不得了,但演练过的程序不会忘掉。脚踩刹车,右手拉档。就这么简单。 很多人在高速路上撞车死了,其中就有一部分是因为刹车故障,因为不管什么车,哪个零部件都有坏掉的可能。很多人就眼看着自己的车子往前跑而惊慌失措或者束手无策,其实,很简单:把档拉回到最后,即使刹车彻底失灵,车子也要回到20迈以下,因为油门最大的时候,1档只能跑到20迈/小时的速度,通常撞击测验用的都是35迈以上,20迈的时速是死不了人的。这么简单的演练,你只要做了,你就能保命了。这与什么车无关,什么车都有零部件失灵的可能。! Z! g. O4 A+ r: R9 M) a
* K9 S" m( w. A* I5 t/ q L1 F/ C9.车子的安全是开出来的,不是造出来的!所以,要掌握处理应急的技巧,无外乎突然加速、刹车失灵、突然转向。掌握技巧和安全驾驶比车子的牌子重要。 # P2 ? ?0 I4 Q/ L$ i 1 O% S1 V f; s0 ^' Q. ^" ?; f5 [! F. O) K; [
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6 |- Y8 B* v; q1。 关于刹车产生热量而不能踩刹车:任何车,在上市前必须通过刹车试验,就是在100迈的速度直接刹到0,刹车系统不会因为过热而失效。否则,不能上市。现在,由于刹车皮是陶瓷的,130迈刹到停车,不会有问题。 # ^2 x$ J3 {# |7 r( U) u+ W, S % w0 I |: x' Q0 n8 A5 Z) ^! o9 S5 H7 o2。 有一位网友问及为何油门最大时,真空为零。在动力刹车系统里装上power brake vaccum reservior.就是把真空储藏起来的作用。这个储藏器是密封的,当早上你不打火,踩刹车,照样轻松踩下去,就是因为这个真空储藏器的真空可以利用。但你松开后再踩,就踩不下去了,因为真空用完了。 1 y) B; r5 ]( y; J6 Y $ H, C+ x; q) q! q2 u6 O9 d9 x6 y在高速路上,你即使把油门踩到最大,没有了真空,因为有真空储藏,你刹车没问题。因为油门和刹车是用同一只脚,当你离开油门去踩刹车,油门就减小了,真空立刻恢复。这样,即使你松开刹车,再踩,真空也没问题了。但对丰田有问题,因为油门在高处卡住回不来了,真空不能恢复,所以,踩刹车不能松开。一旦松开,刹车因为没有了真空,就真的失灵了。7 Z5 T& ^$ y& j
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下面是英文报道的详细油门踏板改装步骤。大家可以看看。 8 N/ O3 g0 B+ r! N# ?' X* ? 6 s! _+ K( o0 A6 P+ j" l # S8 `" E: \+ Q8 XThe CTS pedal has a friction arm that is designed to generate a certain degree of friction necessary for the proper functioning of the electronic gas pedal. In our earlier tear down and analysis, we pointed out that the CTS design is inferior to others, such as the Denso unit also used in Toyotas. The friction arm is subject to wear and contamination that increases friction to the point of creating a sticky gas pedal.; {2 A. Z G3 d
The friction arm is a pivoted fulcrum; the end with the “friction teeth” rides in two grooved channels in the pedal assembly. Both these parts are made from plastic. The other end of the friction arm is held in place by the return spring, which exerts the pressure necessary to generate the friction. As the friction teeth wear, the gap on the other end increases in relation to the housing. Toyota’s shim is inserted in this gap in order to reduce/limit the amount of friction, and to compensate for wear. - N2 ?8 ]4 G9 O- R
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The gap is to be measured by a feeler gauge (photo above), which determines the thickness of shim that is then inserted in the gap. The shim then limits the travel of the fulctum on the spring end, thereby reducing the amount of friction on the teeth as they ride in the grooves.- R# X r7 {% f9 j& s3 w; o" f
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The next step is to open the gap by inserting a narrow-shank screwdriver, so that the correctly-sized shim can be installed. The unit has been turned upside down to facilitate that. 1 l( w1 A( D7 t' O' S
) X# Q( U6 s' E1 X1 k5 v8 V f. lThe shim (gray steel) is now slid in, and positioned behind a lip that serves to retain it. The shim is kept in place by the pressure of the return spring on the fulcrum, but we wonder whether a strong jolt might not be able to dislodge it. If it did become dislodged, it could potentially cause serious problems. No one would ever design a unit like this with a loose metal shim that was held in place by spring pressure only.* U: l" N* ?5 X
, C. y+ {. `9 F+ p2 {$ c4 o& cThe next picture shows the shim all the way in place behind the lip. It’s a good thing that lip exists, otherwise this fix would not be possible. ! a& ?2 S" Z1 i- i3 i
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The photo above shows the inside of the unit, with the friction arm extending forward. The shim is clearly visible as the shiny gray rectangle. The pivot axles extending out on both sides of the fulcrum/friction arm are visible as two small white/gray pieces, just below and to both sides of the shim. The friction teeth are visible towards the front of the unit, riding (now higher) in their grooves. : V3 R, `5 b) ]$ `
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This photo above was taken previously of the same pedal. It’s difficult to tell exactly from the slightly different angles whether the teeth are riding higher with the shim, but it does appear so. And a subjective impression was that the pedal had somewhat less friction. So the fix may well reduce the friction below a dangerous level, but for how long?- g/ e e9 E# x1 e
The only way we interpret the necessity of measuring the friction arm gap and choosing an appropriately sized shim is that the older units with more wear will have a smaller gap than the new(er) ones. The shim will compensate for that wear, but in a static, not dynamic way. As soon as the continued wear on the friction arm changes its size or other friction characteristics, the pedal is potentially back to the same sticky situation as before.1 ~# ^6 N& Z, I E& a
The shim’s effect on reducing the amount of friction will presumably slow down the wear process, but intrinsically, this is not a permanent fix to a very critical part, from a safety point of view. This is why the CTS-type pedal design is flawed, because it is subject to changes in the amount of friction it generates due to wear and other factors.4 p+ D! |5 v9 {4 ^3 A5 e( g6 i
The only other explanation for the varying gap size and different shims is that the manufacturing tolerances are so great, that this is necessary to compensate for them. That’s that hard to imagine, for such a critical part. But if so, it raises other serious questions about this unit. Either way, it reinforces our position that Toyota needs to replace all the CTS pedals with Denso pedals or another proven pedal design, as soon as they are available. The shim fix is a Band Aid, and does not inspire the confidence that Toyota urgently needs to instill in its customers and the market place at this critical time.( l, I: n* Y% L) U8 ]1 ~7 ~ Update: Given that Toyota has acknowledged that these pedal assemblies cost them $15, it would obviously be cheaper (and more reliable) to swap out the CTS units with the Denso unit rather than this fussier and riskier fix. The problem is time; it could take many months if not a year or more to change tooling and produce 2.3 million units. Meanwhile, making these shims was obviously something that a stamping manufacturer could do in days. ( u, I9 W( a Z再次用老农民都看得懂的语言解释一下刹车系统与真空的关系:" r! |* K/ r5 |) D, z
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9 p+ L' ?6 p. N" K* x2 w8 q8 ^ 5 y5 L$ p8 S! L/ u/ ?8 x9 p刹车是靠真空助力的,这句明白不?明白了,咱来下句:4 W; k5 m# l: i- ?! t& m
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真空管里的真空取决于油门。当油门最小时,真空最大;油门最大时,真空为零。刹车需要的真空助力是-17,油门最大时,就达不到了,理论上虽然不等于零,但对刹车来说,就没用了。这句可能不容易明白,但这是事实。: d6 e6 g% J- d8 U9 I0 y. d
解释一下原理: ; W! |% ^1 Y& X% c' C! Q5 \$ p7 Q5 S+ o9 n
你把一个吸管放入你的嘴里,另一头用手指堵上,然后,你用嘴吸吸管。你的手指头相当于油门。你本身是发动机。6 V5 ^. z! G4 W0 e1 o, z
发动机不转,就等于你的嘴巴不吸吸管。当你把手指头松开一点点,此时“发动机”就是你的嘴巴开始吸, + S+ F% O2 R/ D I3 Q手指头不松开的时候你的嘴巴也不吸。/ p1 \" m& P- p$ @& v' k. o; ? N
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当你的手指头松开最小的时候,比如挡住吸管99%,你用力吸,此时吸管里的真空最大。等你把手指头全部放开, . ]) d4 c. v/ }( U$ |吸管里就没有了真空! 1 K/ ~6 Y4 d+ P; c# T/ A* _ . t# ?0 G3 C- Q如果这个吸管也通往刹车系统,没有了真空,刹车就没有了助力。(这个吸管的比喻是我在车坛的朋友TBx形象地比喻,7 t1 V! @. R: o, o' ^: O
比我用发动机的构造作解释对于外行人搞明白容易多了。)7 Y8 M! |9 ?$ f. b* a( L6 |